Automatic transmission



Oct. 27, 1953 R. H. EBswoRTH 'AUTOMATIC TRANSMISSION 3 Sheets-Sheet l Filed Aug. 2O 1949 IH Inm- H Ilm-H Oct. 27, 1953 R. H. E-QswoRTl-l A AUTOMATIC TRANSMISSION Filed Aug. 2O 1949 I5 Sheets-Sheet 2 Oct. 27, 1953 R. H. EBswoRTH AUTOMATIC TRANSMISSION Fi1ed`Aug. 2o, 1949 I5 Sheets-Sheet I5 llHllnwllllH-HlllH-H NN -5H m- H MH Patented Oct. 27, 1953 UNITED STATES PATENT OFFICE AUTOMATIC TRANSMISSION Richard H. Ebsworth, Laguna Beach, Calif.

Application August 20, 1949, Serial No. 111,490

23 Claims.

This invention relates to a hydraulic drive or power transmission of the type designed particularly for use on motor vehicles.

This invention contemplates a hydraulic transmission or drive in which the torque from the drive shaft of the engine passes in a two-path power flow to two members of a planetary gearset, the third member of which passes the torque to the driven tail shaft and comprises a combination of hydraulic coupling ing in a novel manner to achieve a more extended range of power ratios both in drive and in engine braking.

Accordingly, it is one object of this invention to provide means whereby the differential action of the two-path power flow is brought into the immediate control of the driver. Under the control of the operator the rotation of the planetary gear is regulated to any desired degree through the application of a controlled variable resistance. This controlled relative resistance is provided by a pump preferably in the form of a gear pump, which pump is itself actuated by the fluid driven member. By controlling the outlet from said pump the volume of fluid expelled from the pump and consequently its speed of rotation is controlled. Inasmuch as the pump is driven by the fluid driven member a control of the rotation of the pump serves automatically to control the rotation of the nuid driven member. Either the sun or the annulus of the first planetary gearset may be chosen as the unit to be directly driven, but in the embodiment shown, which is the preferred construction the direct drive is to the annulus and the sun is driven by the hydraulic drive.

The planets thus receive torque from the annulus, revolve the sun backwards, initially at a speed which is determined by the resistance of the front resistance pump, the planet carrier being revolved forwardly at a rate depending upon the relative sizes of the gears. Between the range limits set by the gears, a curved acceleration is provided by the gear set which means an infinity of ratios within said range.

It is a further object of this invention to also provide a full ratio of gearing within the limits set by the size of the gears for engine braking. This is achieved by the use of a second resistance pump driven in connection with the tail shaft as hereinafter described.

A further object of this invention is to provide an automatic parking brake which inescapably is applied when the engine ceases running, thus it is unnecessary to move the hand lever into a spewith planetary gearcial parking position as is common with many of the hydraulic transmissions now offered.

It is a further object and feature of this invention that means are employed which render the automatic braking feature above-described inoperative when the automobile is in motion even though the engine may fail.

It is a further object of this invention to provide means to permit free wheeling and also to make such means inoperative in the engine braking range.

It is a further object and feature of this invention that despite the application of the automatic brake the engine can be started and raced to warm it up without creeping simply by the disconnection of the synchromesh clutch.

It is a further object of this invention to provide a quiet running, long lived and simple mechanism which by the use of planetary gearing is free from the difficulties inherent in gear boxes which require gear changing, nor does the transmission of this device depend upon speed sensitive devices such as a governor or centrifugally operated valve or on automatic controls which are actuated by opposing hydraulic pressures.

These and other objects and advantages of the present invention will be apparent from the annexed specification in which:

Figure 1 is a vertical section through a transmission embodying the present invention.

Figure 2 is a section taken along the lines 2-2 in Figure 1.

Figure 3 is an enlarged fragmentary vertical section through a portion of the `first planetary gear showing a modification in which is provided a clutch for locking together the members as a unit.

Figure 4 is a fragmentary View partly in section showing details of the brake member.

Figure 5 is a diagrammatic representation of the gear pumps utilized in the present invention.

Figure 6 is a section diagrammatically illustrating the control cylinder utilized for control of the hydraulic pressure as applied to the fluid operated clutches and the brake cylinder.

Figure 7 is a vertical section illustrating a control mechanism provided for the purpose of freewheeling.

Figures 8, 9, 10, ll and l2 illustrate schematically the rocker shaft operating the control units of the hydraulic drive.

Figure 8 illustrates the control of the front resistance pump.

Figure 9 illustrates the control of the control cylinder shown in Figure 6.

Figure illustrates the control of the synchromesh clutch.

Figure 11 illustrates the control of the brake shoe.

Figure 11A is a view partly in plane and partly in section of the brake contro1 apparatus.

Figure 12 illustrates the control of the gear resistance pump shown in Figure 5.

Referring now more particularly to the drawings and particularly to Figure 1, the hydraulic drive of this invention is shown as comprising three general sections, a section which contains the hydraulic unit and an engine driven pump, section 38 which contains a front resistance pump, a first planetary gear, a synchromesh clutch and a second planetary gear having la multiple disc clutch fand a rear resistance pump and section 40 which contains the speedometer drive shaft and the mounting for the driven tail shaft.

A drive `shaft 2| is bolted to the front wall 22 of the fluid assembly casing by means 'of bolts 23 and the front 24 and rear 25 casing sections are held together by means of the bolts 26. A splined slraft 21 is provided having splines 28 uniting it to the front Wall 22 to which it is affixed by means of a nut 29 thus mounting the shaft 21 for rotation with the front wall 22. Integral with the rear casing is an impeller 3| which is also formed integrally with the tubular shaft 32. A follower or rotor 33 having blades` 34 is provided Within the `casing 24, the carrier of which is bolted by means of bolts 35 to a flange 36 upon tubular shaft 31, the thrust of which is taken by the ball bearing 38.

The hydraulic `coupling thus described also includes :a stator 39 having blades 4I. The stator 39 is formed with an annular recess 42 .adapted to accommodate one-way rollers 43 which rol-1 upon the tubular shaft 44 and lock the stator to the shaft 44 when the stator attempts to rotate in the reverse direction. This afflxes the stator 39 as the shaft 44 is xed to the wall 45 by splines 46.

The shaft 32 carries at its rear end a gear 41 keyed thereto by means of splines 48. The gear 41 meshes With an annulus gear 49, see Figure 2, Which is revolved in an eccentric slot 59 formed in the pump body 52. The casing 5| of the pump is attached by bolts 53 to the Wall 45.

Entering the middle section, the shaft 31 towards its rear end is provided with a, gear 54 which is mounted upon the shaft 31 with oneway rollers 55 which permit the gear to rotate forward freely. The rear end of the shaft 31 is keyed by splines 56 to a ldisc 51 forming part of the casing of -a planetary gear system. The disc 51 is connected by studs 58 to the casing 59 which in turn is attached to the rear wall 69 by means of studs 6|. Rear wall 60 has a forwardly extending ange 62 formed integrally therewith and comprising a collar forming a hub which is attached by splines 63 to :a sun gear 64. The sun :gear 64 meshes with planet gears 65 carried by studs 66 mounted on the planet carrier 81. The planets 85 in turn mesh with the teeth of an :annulus gear 68. The disc 69 carrying the annulus gear 68 is attached by splines 10 to a reduced portion 1| of the shaft 21.

Meshing with the gear 54 which, as abovedescribed, is mounted upon the tubular shaft 31 byy means of one-Way rollers 55, are pinions 12 carried by studs 13 formed upon the Wall 45. The

Vassembly just described is mounted within a pump casing 14 bolted to the wall 45 by means of the bolts 53. As hereinafter described, oil is supplied to the pump thus formed from a transmission sump and is forced by the pump to the control cylinder.

The planet carrier 61 is keyed by splines 15 to :a 4sleeve 16 which is mounted upon the shaft 1| and which at its rear -end is provided with teeth 11 adapted to engage a synchromesh collar 18. An intermediate ring 19 is provided for synchronizing in the usual manner. The collar 18 is splined by splines not shown to a shaft 89. The shaft 88 carries a collar 0| provided with an internal annular slot 82 which serves to admit hydraulic fluid from fa conduit 83 to a slot 84 on the shaft and thence by means of the passage 85 into the hydraulically operated clutch hereinafter described.

This clutch comprises a front Wall 86 carried by and integral with the shaft 80, `a casing 81 rand a rear wall 88. The front wall 86 is secured to the casing 81 by means Aof studs 89 and the rear wall is secured to the 4casing 81 by means of the studs 98. Integral with the casing 81 is a partition 9| forming the rear Wall of a cylinder 92 in which is positioned a piston 93. The piston 93 is biased rearwardly by fa spring 94 tending to keep the clutch engaged. The passage 85 communicates with the interior of the cylinder 92 on the side to the rear of the ange 95 of the piston 93 and thus serves to declutch the clutch upon the application of hydraulic pressure. The clutch is a multiple disc clutch comprising a heavy plate 36 and thin outer plates 91. The heavy plate 9S and the thin outer plates 91 are carried by splines 98 on the casing 81 and interleave with plates 99 carried by splines |00 on the hub collar |0| which is rotatively mounted upon the shaft 89. The hub collar |9| is integral with 'a plate |92 4and a rim |83. The rim |03 is provided with the internal gear teeth |04 forming an annulus gear and is also provided with an outer surface y95 tc which a brake |95 is applied.

A planet carrier |91 is rotatively mounted on the shaft 88 and provided with studs |08 which mount the outer planets |09 and studs I0 which mount the inner planets III. The outer planets |09 engage and mesh with the annulus gear |04 and also with the inner planets II|. The inner planets I II mesh with a sun gear II2 which is attached by splines I I3 on the end of the shaft 89.

The planet carrier |01 is rotatively mounted by a hub I I4 on the shaft 80 and also by a plate I5 Which is splined as at I I9 t'o a reduced portion I I 3 of the tail shaft II'I. The two portions of the planet carrier are attached by screws I I9. Rotatively mounted upon the tail shaft |I1 is a second annulus drum |20 carrying internal gear |2| meshing with the inner planets I |I. The hub |22 of the drum |20 has an extension |23 having splines |24 which carry a gear |25. The gear |25 meshes with a pinion gear |26. The pinion gear |26 is carried by a stud |21 formed upon the rear wall |28 of the gear box. rhe assembly just described comprises a gear pump |29 the gears of which are confined by a close fitting wall |30 which wall is attached to the wall |28 of the gear boX by bolts ISI. The tail shaft is provided with a ball bearing comprising an inner bearing race |32, an outer bearing race |33 positioned within the outstanding ange |34 formed upon the rear gear box Wall |28 and held Within said flange by means of the screw cover |35. A reduced portion |38 of the tail shaft ||1 is provided with a one-way worm drive disc |31 which meshes with a cross shaft |38 which may be utilized to drive the speedometer and also to drive the centrifugal mechanism, shown in Figure 12. A cover plate or casing |38a is provided being held to the rear gear box wall |28 by the bolts |3| and a felt oil retaining ring |39 is carried by the cover plate |38a as shown.` The end of the tail shaft I1 is threaded as at |40 for connection to a universal joint. The entire assembly above-described is housed in a gear box housing |50 which, as indicated above, comprises the three sections 29, and 40.

Referring now more particularly to Figure 2, there is shown therein a cross section of the gear pump 5|. The body 52 closely houses the gear 41 and the annular gear 49 which runs in the eccentrically located slot 50. The fluid drawn from the transmission sump |5| by this pump is drawn through a conduit not shown and is forced by the pump through conduit |96 (Figure 6) to the control cylinder |54.

Referring now to Figure 5, there is diagrammatically shown the front and rear resistance pumps 14 and |29. The front resistance pump has a conduit |52 leading to the transmission sump |5| and a discharge conduit |53 communieating with the control cylinder |68. A by-pass |55 shown in dotted lines on Figure 5, may be provided. The second resistance pump has an intake conduit |56 to which the by-pass |55 may be attached as shown in dotted lines. The intake conduit |56 communicates with the rear resistance pump as at |51. The rear resistance pump is provided with a discharge conduit |58 communicating with the control cylinder |59. The discharge |58 may be provided with a relief valve not shown to prevent sudden excess build up of pressure.

Referring now to Figure 4, there is shown the brake band |96 having a fabric lining |60 which bears upon the rim |03 for braking annular gear |04 when lack of pressure in the cylinder |6| allows the piston |62 to travel within the cylinder I6| under the influence of the coil spring |63. Hydraulic pressure, however, can be admitted into the cylinder |6| by means of the conduit |64 under the control of needle valve |65. Conduit |66 is provided by means of which hydraulic pressure can be admitted into the cylinder |6| on the other side of the piston |62 to reinforce the action of the spring |63. The purpose of the needle valve |65 is to regulate the rapidity of application of the brake |06. The conduit |61 communicates with the control cylinder |54 and the conduit |66 also communicates with the control cylinder |54.

A cam |69 mounted on a shaft |10 is provided adapted to engage an extension |1| at the end of the brake band |06. The extension |1| is also provided with a clevis |12 to which is pivotally attached the piston rod |13.

Referring now more particularly to Figure 7, there is shown a throttle operated device for the accomplishment of free wheeling. In this case a cylinder |14 is provided having a piston |15 mounted therein. The piston |15 is provided with a shaft |16 and the piston itself is formed of three sections, |11, |18 and |19 having reduced or shaft portions |80 and |8| intermediate' thereof. The shaft |16 extends out of the cylinder |14 and is provided with an operating rod or handle |82. The end of the operating rod is enlarged at |63 to house an overriding spring |84. The other end of the shaft |16 is provided with a coil spring |85 adapted to about a piston portion |86. The operating rod |82 is connected to the throttle of the engine and is adapted to moveto the left, Figure 7, upon closing of the throttle. In this movement it overcomes the spring |85, closes the port |81 and opens the ports |88 and |89, i. e. the condition shown in Figure 7.

Referring now to Figure 6, the control cylinder |54 is shown. This control cylinder comprises an outer casing and an inner sleeve |9|., The inner sleeve |9| is adapted to be actuated by a rod |92 (see Figure 9) which forms a link between the control shaft |93 and the sleeve, being pivotally connected to ears |94 on the rod |92 and ears |95 operably connected to the sleeve. Oil is supplied to the interior of the control cylinder |54 through conduit |96 and the maximum pressure maintained in the cylinder is controlled by a relief valve |91. The conduit |96 is connected to the output of the front pump 5| which supplies operating pressure.

The control cylinder |54 is provided with a port |98 which opens to conduit |65 which supplies brake boosting pressure to the right of the piston in the cylinder |6I, Figure 4. The control cylinder |54 is also provided with a port |99 which is adapted to open to conduit |61 to provide brake releasing pressure on the other side of the piston |62 in the cylinder` |6I. The control cylinder |54 also is provided with ports 290, 20| and 202. Ports 209, 26| and 202 are connected by a header 293 to the conduit 83 which supplies pressure to the passage 85 and hence to the clutch releasing piston 93. The inner sleeve |9I is provided with ports 204 and 205 to variably route oil under pressure to the conduits |61, 83 and |66. The control "l cylinder |54 is also provided with a port 206 which opens to a conduit 201 which connects with the cylinder |14. The conduit 201 passes through the cylinder |14 as shown and communicates with the conduit |88 leading to line 83 by a connection not shown in order to supply pressure to the line 83 for disengaging the rear clutch in free Wheeling, as will be hereinafter described. The control cylinder |54 is also provided with a conduit 209 used to operate the front clutch shown in the modification Figure 3.

Referring now more particularly to Figures 8, 9, l0, l1 and l2 there is shown a control shaft |93 which is used for operating the various controls of this invention. The connection between the control shaft |93 and the control cylinder |54 has been described above. The control shaft |93 is provided with ears 2|1) to which are pivoted one end of a link 2|| the other end of which is attached to ears 2|2 operably connected to the sleeve 2|3 of the control cylinder |68. The cylinder |68 has an exhaust port 2| 4 and, as indicated in Figure 5, may be provided with a secondary exhaust port 2|5 for use in connection with the by-pass |55. The sleeve 2 i 3 is similarly provided With a port 2 |6 for cooperation with the port 2|4 and may also have a port 2|1 for cornmunication with the by-pass |55. The cylinder |68 is preferably associated with the gear casing |50 so that oil expelled from the exhaust port 2|4 can be used as a spray to lubricate the revolving parts of this invention.

The rocker shaft |93 is also provided with ears 2|8 to which are connected one end of a link 2 9, the other end of which is pivotally connected to ears 220, which ears 220 are oper-ably associated with the sleeve 22| of the control cylinder |59. The control cylinder |59 has an exhaust port 222 and the sleeve 22| has a cooperating port 223. Like the control cylinder |68 the control cylinder |59 may also be operably associated with the gear box casing 1| 53 to utilize the discharge of oil from the exhaust port 222 for lubricating the gear box.

The control shaft |93 is also provided with a cam 224 over which there is adapted to ride a. cam follower 225 in the form of a roller pivotally connected to one arm of a bell crank 226. The bell crank 22E is pivoted as at 221 and has its upper end 228 bifurcated in the form of a yoke, which yoke is adapted to operatively connect with the channel 229 in the synchromesh collar 18. A coil spring 235 is provided having one end cohnected to the lower arm 23| of the bell crank 226 and the other end connected under tension to a xed portion of the gear box, thus tending constantly to pivot the arm 23| about the pivot point 22? and to force the cam follower 225 into con-` tactrwith the cam 224 or in the absence of said cam, into contact with the lower side of the control rod |93. A dashpot 232 may be provided to prevent snap action of the clutch collar 18. As indicated, the dashpot 232 may comprise a cylinder 2533 having a round-ended piston 234 disposed therein having its outer end in contact with the arm 222. The piston 234 on its inner end abuts a coil sp. ing 'i235 and a bleed opening 235 is provided in the end of the cylinder.

Referring now more particularly to Figures ll and. 11A, there is shown a brake control mechanism in which a cam 231 is provided on the control shaft |92 adapted to cooperate with a cam follower 23S in the form of a roller pivotally mounted on one end of an arm 233 of a bell crank 245. The bell crank 245 is pivotally mounted as at 242 and the other arm thereof 24| is pivotally connected to a link 243. The bell crank 245 is biased in a clockwise position by means of a coil spring 222 attached to the arm 24| at one end and having the other end xedly connected so as to apply tension on the arm 24|. A second cam 245 is provided upon the control rod |53 for the purpose hereinafter described.

Referring to Figure 11A, the mechanism shown inside the phantom lines of Figure ll is at right angles to that shown in Figure 11A. The link 243 in such figure is pivotally connected as at 245 to an arm 251 operatively attached to a cross shaft 248. The shaft 248 carries brake operating cam 245 adapted to engage the extension |1| on the brake shoe |55 and release the brake.

As will be hereinafter described, the two cams 231 and 2135 `are operated selectively in push-pull start and tow to release the brake.

The shaft i153 driven by the worm |31 is extended to one side of the gear box where it engages a second worm 255 which drives a shaft 25 I. Mounted on the outer end of the shaft 25| is a centrifugal governor 252 adapted on rapid rota-l tion to expand and pull the upper end 253 of a balance arm 254 in a counterclockwise direction as shown in Figure 12. The worm 250 may be provided with one way clutch mechanism (not shown) to prevent operation in reverse. The upper end of the arm 253 is pivotally connected to a link 255. A coil spring 255 is attached to the link 255 to normally bias the upper end of the arm 253 in a clockwise direction. rIhe link 255 is pivoted as at 222 to the arm 251 of a bell crank 258. The bell crank 253 is pivoted as at 259 and its upper arm 260 is pivoted as at 26| to an arm 262. The arm 252 is pivoted as at 263 to an upstanding arm 255 of a bell crank latch 255. The bell crank latch 255 is pivoted on a shaft 28S andits normally horizontal arm 251 has a latch 268 formed upon the end thereof adapted in latching position to engage the upper end of the extension |1| of the brake shoe |06 and latch the brake in non'braking position.

Referring now more particularly to Figure 3 there is shown therein an alternative embodiment of the front planetary gearset in which a clutch is provided for locking the mechanism together for rotation as a unit which is desirable when the vehicle is in full forward drive. This eliminates lany slip in the hydraulic coupling. The disc or forward wall 51 is as before splined to the shaft 55 but the casing 59 is enlarged to accommodate the clutching mechanism hereinafter described. The casing 59 has built integrally therewith a partition 259 forming a clutch housing. The clutch of this mechanism is generally similar to the clutch 81 illustrated in Figure l with respect to the rear planetary gearset and the partition 239 is analogous to the rear wall 88 shown therein. The clutch includes a partition 215 similar to the partition 9| which forms the rear wall of a cylinder 21| similar to the Cylinder 92. A piston 212 is disposed within the cylinder 21| similar to .the piston 93 and a coil spring 213 similar to the spring 94 is provided tending normally to bias the clutch into clutching position. The clutch comprises a heavy plate 214 and a plurality of thin plates 215 splined to the housing 59 as at 216. A correspending plurality of thin plates 221 are interleaved between the plates 215 and splined to the hub collar 218 which is similar t0 the hub collar inl. The .hub collar 218 is integral with the disc 69 similarly to the hub collar IBI. A passage 219 is provided in a hub 285 formed on the partition 21|) which passage is adapted to communicate with a source of hydraulic fluid under pressure (not shown). It will be readily seen by those skilled in the art that various expediente may be resorted to for providing communication to the passage 219, as for instance the shaft 21 may be bored to provide such a communication.

Referring to Figure 6, the conduit 259 which is adapted to register with the port 255 is placed, when it is desired to release the clutch, in cornmunication with the passage 219 and uid under pressure is communicated to the interior of the cylinder 21| to the rear of the piston, which overcomes the force of the coil spring 213 and releases the clutch.

The operation of the above-described device is as follows: Torque from the drive shaft 2| is imparted to the front wall 22 and from the front wall 22 to the shaft 21 and the reduced portion 1| thereof. This direct drive, by reason of the spline connection 'i5 with lthe disc E9, is imparted to the annulus 58 of the first planetary gearset. The driving of this annulus would normally tend to rotate the planets 65 about the sun gear B4 but as the load of the automobile is applied to the planet carrier 51 the planets do not rotate about the sun gear but revolve upon their axes and thus impart reverse rotation to the sun gear 64. The sun gear 64 is keyed to the collar 52 by means of .the splines 53 and thus this reverse rotation is imparted to the rear wall 65, the casing 53 and the front disc 51. As the front disc 51 is splined as at 5S to the shaft 31, reverse rotation is imparted to the shaft 31. The reverse rotation .thus imparted to the shaft 31 is imparted by means of the one-way rollers 55 to the sun 54 of the first resistance pump 14 causing this pump to work.

Simultaneously, the rotation of the front wall 22 is imparted through the casing 24 and`25 to the shaft 32 and as this shaft 32 is keyed to the gear 41 of the pump 5|, the pump 5| is placed in operation and fluid under pressure is passed to the control cylinder |54.

The reverse rotation imparted .to the shaft 31 is also imparted through the flange 36 to the follower 34 of the hydraulic coupling. This reverse rotation is possible at low speeds because of the negligible amount of coupling in the hydraulic coupling. t will be appreciated that the impeller 3| being affixed .to the casing 25 is rotating forwardly.

As above-described, the reverse rotation of the shaft 31 has been applied through the one-way rollers 55 to the gear 54 of the front resistance pump 14. Load may be applied to the front resistance pump 14 by means of the control cylinder` |69. The sleeve 213 of this cylinder may be rotated by movement of control shaft |93, transmitted through link 2li to ears 2|2 to close the discharge 2M of this pump as desired thus applying a desired amount of load to the front resistance pump. As this load is applied, resistance to the reverse rotation of the shaft 31 and consequently of the sun gear 64 is variably applied. As the sun gear 51| is therefore restricted in its free reverse rotation, the planet carrier B1 is caused to gradually rotate forwardly revolving the planet gears B about the sun gear 54 and thus imparting drive to the shaft 19. Selectively applying the load upon the front resistance pump variably controls what in effect may be termed the gear ratio between the drive of the drive shaft 2| and this drive of the shaft 16.

The torque thus selectively applied to the shaft 19 is transferred to the shaft 89 by coupling the synchromesh clutch 18. The clutch 19 however, may be disengaged to permit racing the engine for testing purposes without the consequent creep that would be imparted to the automobile through the hydraulic coupling.

The torque thus applied to the shaft 89 is imparted to the sun gear ||2 which is splined thereon at H3 and if the clutch formed by the plates 99, 91 and 99 is engaged so as to lock the second planetary gearset as a unit, this direct drive is imparted throughthe planet carrier |91 and the plate ||5 through splines ||6 to the tail shaft ||1. However, for reverse purposes hydraulic pressure is applied through the line 93, through the passage 95 to the cylinder 92 to reease the clutch mechanism 99, 91 and 99. The releasing of this clutch mechanism 99, 91 and 99 permits the second planetary gearset to operate, in which case drive is imparted through the sun gear ||2 to the planetary gears from the planetary gears to the plentary gears |99 to the annulus |99.

The application of the brake |99, to prevent what would otherwise be the idle rotation of the annulus |94, causes the planet carrier |91 to revolve backwardly. As this planet carrier is attached through the splines H6 to the tail shaft ||1, thus reverse drive is imparted to the tail shaft |i1.

As the speed of the engine increases, coupling commences between the impeller 3| and the follower 34 which coupling gradually builds up until substantially complete coupling is acquired. As this is being done the reverse action of the shaft 31 is overcome, the front resistance pump 11| becomes inactive because of the one-way rollers 55. At the point in which the forward rotation of the rotor 34 approaches the forward rotation of the impeller 3|, a one-to-one drive is approached and the planet carrier 91 is then revolving forwardly at approximately the same rate as the drive shaft 2|.

Referring now to Figure 3 in the embodiment there shown, if in the condition last described wherein the ratio of the drive of the planet carrier E1 and the drive shaft 2| approaches oneto-one, the clutch mechanism there described is engaged by releasing hydraulic pressure from the passage 219, the various components of the front planetary gearset are locked as a unit and a one-to-one drive insured.

The stator 4| described in connection with the hydraulic coupling means is provided in order to smooth out the hydraulic coupling characteristics of the device in the well-known manner.

By reason of the annulus drum |29 meshing with the inner planets which are driven by the sun ||2, rotation is imparted through the splines |25 to the gear |25 of the rear resistance pump. In ordinary operation the exhaust outlet of this rear resistance pump through the control cylinder |59 is wide open so as to offer no resistance to the flow of fluid from the pump. However, for hill braking purposes the outlet 222 may be variably restricted thus offering controlled resistance to the rear resistance pump |29. Such controlled resistance is imparted backwards through the gear |25. This controlled resistance can be utilized in two ways.. The clutch 19 can be disengaged thus freeing the engine, the clutch formed by the plates 96, 91 and 99 may be engaged thus locking the rear planetary gear set together as a unit in which case the rear resistance pump operates directly upon the tail shaft H1 as a simple resistance brake.

In the alternative the clutch 19 may be left engaged, the clutch formed by the plates 96, 91

and 99 disengaged to permit the rear planetary gearset to operate. In such case the resistance imparted by the rear resistance pump is communicated directly back through the mechanism to the engine and causes the engine to form an engine brake.

It will be noted that the control of the clutch 99, 91V and 99 associated with the rear planetary gearset, the clutch shown in Figure 3 and the brake of Figure 4 aredependent upon a source of hydraulic fluid under pressure supplied by the main pump 5|. As this pump 5| will be inoperative if the engine ceases to operate, it is apparent that when the engine is shut off both of the clutches are engaged and the brake |99 is applied under the force of the coil spring |93, hence the automobile is automatically braked whenever the engine stops. This is a useful fact upon parking of the automobile. However, in the event the engine fails when the automobile is traveling at a Vrapid rate of speed it would be undesirable to have the brake automatically applied. For this reason, the centrifugal governor 252 is provided which is so designed that at above speeds of approximately four or five miles per hour the latch 268 is in the position shown in Figure 11 thus latching the brake |99 out of braking position. When the speed of the automobile decreases below four or ve miles per hour, the action of the centrifugal governor 252 is insufficient to position the latch in the path of the extension |1| over the force of the coil spring 256.

When the transmission of this invention is in forward drive and a free wheeling or coasting action is desired, this is accomplished by means of the mechanism shown in Figure '7. The rod |82 is operably `connected. to the throttle of the engine and when the throttle is closed the rod assenso moves to the position shown in Figure closing the port |78? communicating with the line rIhis removes boosting pressure from the piston |52 and permits the pressure in the line l? to release the brake |60. However, port |88 is open, which communicates with the conduit S3 and disengages the rear clutch thus permitting .the rear planetary gearset to run idly. The port '|89 communicates with the line |61 by connection (not shown) and assures release of the brake me. In Figure l8, an operators hand lever 30| is shownwhich serves to operate sleeve 2|3 through link 303, lever `3M, shaft |93, link 2|| and ear 2| 2 attached to said sleeve 213. Lever 39| .is shown fulcrumed at 30.2 and serving to actuate, through alink 303, a swinging lever 304i, fulcrumed at 305 and fitted with a slot 305 which embraces a pin 30|' carried by the control shaft |93.

The control cylinder |54, receiving nuid pressure from the pump 5|, controls the operation of the hydraulically actuated members so as to selectively position the transmission either in ordinary brake, in reverse, neutral, forward drive or engine brake. The arrow Sdi), Figure 6, indi cates the condition of the device. Thus with the car stationary, the engine not running and the hand lever 30| in neutral, the supply of fluid to line 83 is interrupted and the rear clutch is engaged. The supply of iiuid to the brake 56 is similarly interrupted and the brake |06 is applied by the spring |63. The control cam 221i is so designed that in this position the clutch 'i8 is disengaged and then the operator is free to start the engine and speed it up if desired. Moving lever 30| into the drive position lcauses the port 204 to align with port |99 and pressure is supplied to conduit |51 to release the brake |06. Port 205 momentarily aligns with port thus releasing for a moment the rear clutch and so easing the engagement by cam 224 of the clutch i0. Moving lever 3m still further into the drive position, with the clutch 'F8 now engaged, the port 205 closes and the rear clutch becomes engaged. The gear ratio in the drive through the transmission is now determined by the degree of opening of the port 2HE which allows escape oi' fluid from the front resistance pump. Y

In reverse the rear clutch is disengaged by ap plication of iiuid pressure to the line 83 to permit the rear gearset to operate and the brake H56 is applied. The annulus thus being held, the planets impart reverse rotation to the tail shaft ||I.

In the event the automobile is stalled and it is desired to start the automobile by a push or a pull from another car, the control is placed in the direct drive position but the brake les is held oiT by the cam 249. All of the clutches are engaged and thus a direct connection is made to the engine for turning the engine over by means of the force applied to the tail shaft.

In engine braking' the same conditions as used for a push startv may be used. However, an alternative method is possible in which the rear clutch is disengaged by uid applied to the line S3 and the rear resistance pump |29 begins to function, gradually increasing the retardation of the annulus |20 as the port 222 is closed. The control of the annulus |20 permits a control of the gear ratio as the load on this annulus causes the carrier ||5 to` roll the planets |09 on the annulus |04. When the outlet 222 of the rear resistance pumpv is completely closed, the gear 12 ratio thus defined approximates that `of rst gear in a conventional drive. In this condition application of the brake It and rex-engagement of the rear clutch will bring the car to a stop.

While there has been described a preferred embodiment of the present invention, it will be appreciated by those skilled in the art that various changes and modifications can be made therein Without departing from the essence of the invention and it is intended to cover herein all such changes and modications as come within the true spirit and scope of the appended claims.

What is claimed is:

l. ln a power transmission in a motor vehicle, in combination: a brake and a brake drum; a driven `tail shaft; a planetary gear set; said gear set having a sun gear, planetary gears, 'a lplanetcarrier and a ring gear; a connection from said drum to a member of said gear set; a power driven pump supplying fluid under pressure; spring means vccuifrtantly tending to apply said brake to hold said drum from rotation; mechanism operated by said iluid pressure and serving to restrain said brake from action; a connection from said planet-carrier to said tail shaft; clutch means to lock the members or" said gear set for rotation as a unit; spring means constantly tending to apply said clutch means; mechanism operated by said uid pressure and serving to release said clutch; said nrst spring means automatically acting to apply said brake and said second spring means automatically acting to apply said clutch when said mechanisms rail to receive said fluid pressure; said automatic action serving to hold said tail shaft and said vehicle stationary.

2. A power transmission as set forth in claim l, including centrifugal means operatively associated with said tail shaft and adapted to render said brake inoperative during substantial rotation of said tail shaft.

3. A power transmission as set forth lin claim 1, including a drive shaft operatively connected with said gear set, said drive shaft being also held stationary by said automatic action of said brake and said clutch means when said iiud pressure fails to be supplied to said mechanisms.

4. In a power transmission in a motor vehicle in combination: a drive shaft and a driven shaft; a brake and brake drum; a pump supplying iiuid pressure; a planetary assembly having a sun gear, planet gears, a planet-gear carrier and a ring gear; said drive shaft being connected to a rst member of said assembly; said driven shaft being connected to a second member of said assembly; said brake drum being connectedv to a third member of said assembly; clutch means serving to connect two members of said planetary assembly and thereby to lock the members of said assembly for unitary rotation; and to com nect said brake drum and said drive and driven shafts; spring means normally tending to engage said clutch means; hydraulic mechanism actuated by said iiuid pressure to release said clutch means and serving to disconnect said brake drum from said drive shaft and from said driven shaft; said brake to engagement with said brake drum; hydraulic mechanism actuated by said fluid pressure and serving to restrain said brake from engagement with said brake drum,- whereby the rst said spring means automatically makes the connection between said brake drum and said drive anddriven shafts and the second said spring means automatically engages said brake with springV means constantly biasingv 13 said brake drum when said hydraulic mechanisms fail to receive fluid pressure.

5. A power transmission as set forth in claim 4 including centrifugal means operatively asso ciated with said driven shaft and adapted to render said brake inoperative upon substantial rotation of said driven shaft.

6. In a power transmission, in combination: a brake and a rotating member; a pump supplying iiuid pressure; a spring means constantly tending to apply said brake to check the rotation of said rotating member; hydraulic mechanism operated by said iiuid pressure and serving to restrain said brake from application; a second rotating member; braking means serving to check the rotation of the said second rotating member; a nal driven shaft; gear members con necting the said rotating members to one another and to the said driven shaft; whereby, when the rotation of the said second rotating member is checked by its associated braking means and failure of fluid pressure causes the application of the first said brake, the said gear members and the said final driven shaft are checked from rotation; and manually operated means serving mechanically to restrain the first said brake from application when said iiuid pressure is not available.

7. A power transmission as set forth in claim 4 including: manually operated means serving mechanically to restrain the said brake from application when the said fluid pressure is not available.

8. A power transmission as set forth in claim 4, wherein the said drive shaft is connected to the said sun gear; and including a gear member operably associated with the said planetary assembly; braking means serving to check the rotation of the said gear member and thus to provide a reaction gear, thereby conditioning the said planetary assembly to furnish a reduced. drive between said drive and said driven shafts.

9. A power transmission as set forth in claim 8 including: manually operated means serving mechanically to restrain said first braise from engagement when said iiuid pressure is not available.

10. A power transmission as set forth in claim 8 wherein said planet gears include a first series of gears meshing with said sun gear and a second series of gears meshing with the first said series and with the said ring gear.

1l. A power transmission as set forth in claim 8 including an engine-driven shaft; a front planetary gear assembly having a front sun gear, front planet gears, a front planet-gear carrier and a front ring gear; said engine-driven shaft being connected to said front ring gear; an intermediate shaft connected to said front carrier; braking means serving to check the rotation of said front sun gear; and serving to provide a reduced drive through said front assembly; a central clutch serving to connect and disconneet said intermediate shaft and the first said drive shaft; and manual means for the opera. tion of said central clutch.

12. A power transmission as set forth in claim 1l wherein gears of said front planetary assembly are enclosed to form a fluid pump; and including a manual control for said latter pump serving to control the flow therefrom so that a varying degree of torque is transmitted from said engine-driven shaft to said intermediate shaft.

13. A power transmission as set forth in claim 8 including centrifugal means operatively associated with said driven shaft and serving to restrain said brake from engagement during substantial rotation of said driven shaft.

14. A power transmission as set forth in claim l including manually operated means serving to mechanically restrain said brake from appli cation.

15. A power transmission as set forth in claim 1 wherein said planetary gears include a first series of planet gears meshing with sun gear; and a second series of planet gears meshing with said first series and with the said ring gear.

16. A power transmission as set forth in claim l including an engine-driven shaft; a front planetary gear assembly having a, front sun gear, front planet gears, a front planet-gear carrier and a front ring gear; said latter shaft being connected to said front ring gear; an intermediate shaft connected to said front carrier; braking means serving to check the rotation of said front sun gear; yand serving to provide a reduced drive through said front assembly; a central clutch serving to connect and disconnect said intermediate slraft and the `first said drive shaft; and manual means` for the operation of said central clutch.

17. A power transmission as set forth in claim 16 wherein gears of said front planetary assembly are enclosed to form a fluid pump; and including a manual control for said pump serving to regulate the flow therefrom so that a varying degree of torque is transmitted from said engine-driven shaft to said intermediate shaft.

18. A power transmission as set forth in claim 4 wherein said planet gears include a first series of gears meshing With said sun gear; and a second series of gears meshing with the first said series and with the said ring gear.

19. A power transmission as set forth in claim 4 including an engine-driven shaft; a front planetary gear assembly having a front sun gear, front planet gears, a front planet-gear carrier and a front ring gear; said latter shaft being connected to said front ring gear; an intermediate shaft connected to said front carrier; braking means serving to check the rotation of said front sun gear; and serving to provide a reduced drive through said front assembly; a central clutch serving to connect and disconnect said intermediate shaft iand the rst said drive shaft; and manual means for the operation of said central clutch.

20. A power transmission as set forth in Iclaim 19 wherein gears of said front planetary rassembly are enclosed to form a uid pump; :and including a manual control serving to regulate the fiow therefrom and thereby to cause a varying degree of torque to be transmitted from said engine-driven shaft to said intermediate shaft.

2l. A power transmission as set forth in claim 6 including centrifugal means operatively associated with lsaid final driven shaft and :adapted to render said brake inoperative during substantial rotation of said driven shaft.

22. A power transmission as set forth in claim 6 including an engine-driven shaft; a front intermedi'ate shaft; a planetary assembly serving to provide a reduced drive between said enginedriven shaft and said front intermediate shaft; a rear intermediate shaft; ya manually controlled clutch serving to connect the said intermediate shafts; and ia manually controlled fluid operated clutch serving to connect said rear intermediate shaft to the first said rotating member.

23. A power transmission as set forth in claim 6 wherein said second rotating member is op- 15 erably associated with gear members to form a uid pump; control means for the flow from said latter pump serving to furnish the said braking means; and a manual control enabling the. operator of the vehicle to regulate said flow and thereby to vary the action of the said braking means; said Variation serving to determine the resistance offered to the rotation of the said second rotating member.

RICHARD H. EBSWORTH.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 680,825 Westinghouse Aug. 20, 1901 1,161,066 Minor Nov. 23, 1915 Number VName Y Date Kearby Feb. 28, 1928 De Normanville Dec. 29, 1931 Webb May 8, 1934 Fottinger Feb. 14, 1939 Patterson Dec. 5, 1939 Pollard June 4, 1940 Ross Aug. 20, 1940 Swennes Feb. 18, 1941 Smirl July 20, 1943 I Pentz June 6, 1944 Watson Mar. 13, 1945 Hale June 18, 1946 Bruce et al June 29, 1948 Cumming June 2.1, 1949 

